carbking

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Posts posted by carbking


  1. Carter made hundreds of different type YF carburetors.

     

    Because the technology of the YF was light years ahead of the BBR series, the YF that fits the 218 intake manifold is too large internally, and the YF that is correct internally for the 218 won't fit the intake.

     

    Yes, it is a MUCH better carburetor. Yes, it CAN be made to fit. Yes, IF you use the correct size and modify it to fit, you WILL like it.

     

    I would suggest the aftermarket YF units that were produced for Chevrolet. 787s or 964s should work very well once you adapt the mounting.

     

    WARNING: There are some current repops (universal - one size fits all, works well on nothing) being made somewhere (but not by Carter) today (new). Good luck if you get one.

     

    Jon.


  2. Got your PM, but as application was not mentioned, could not help.

     

    Now I know the application, what literature I have suggests the original carb was made by Elmore. This may or may not be true, as many early manufacturers advertised the carb as their own, when it fact it was made for the them.

     

    The only listings I have for Elmore listing a different carb are 1912, which used a Schebler.

     

    The Schebler Model D was first produced about 1902, and is one of the better early carbs. The carb was so constructed such that it could easily be configured as either an updraft or sidedraft, depending on where one installed the interchangeable throttle casting and air valve casting.

     

    Most early Schebler Model D carbs were configured either with no throttle valve (the throttle valve being contained in the intake manifold) or with a "gate" throttle valve. While not exceptionally common, these are available, and not overly expensive.

     

    A Schebler D using a true rotating throttle with a butterfly valve (think Buick model F) is exceptionally rare. I have only owned one, when I loaned some 40 years ago to a gentleman who was going to reproduce the throttle housing, shaft, and butterfly; returning my original plus one for the "rent" on my original. Never heard from him again, and learned a valuable lesson. 😞

     

    Jon.


  3. Let me assure you the following is not an argument, you are there, and I am not; however:

     

    If one studies the pump circuit, it is difficult to understand how sealing the pump discharge valve, as you are doing would have any bearing on the fuel disappearing from the bowl. The fuel enters the pump circuit through a passage from the bowl controlled by the inlet check ball. The fuel should then sit in the pump cylinder until the pump piston creates sufficient pressure to lift the pump discharge valve (the one you mention), and the fuel is then discharged through the pump squirters into the venturi area.

     

    Siphoning thru this valve WITH THE ENGINE OFF cannot occur UNLESS THE BOWL VENT IS BLOCKED, as the bowl vent would release any pressure from heat and no siphon action would occur. An issue that can occur with either a defective (non-sealing) or incorrect mass (Holley used a number of different valves of different mass) would be while the engine is running. The negative pressure created inside the pump discharge passages could cause siphoning action which would cause an excessively rich A/F ratio. But the negative pressure is not present once the engine is turned off.

     

    Jon.


  4. Matt - there is an EXCELLENT book on the Rochester Q-Jet written by Cliff Ruggles. It is paperback, not expensive, and a must-read for anyone having Q-Jet issues.

     

    In the meanwhile, I cannot read the number on your Q-Jet, but it appears the date code is 0914, which would be 1 APRIL 1974!

     

    If I read the date correctly, and this is not an April fool post ;) , then the carb certainly is not original for 1968.

     

    Easy to test the accelerator pump as suggested above.

     

    I would also check the tension of the secondary air-valve spring (1/2 turn past lightly touching); and the distributor advance unit.

     

    If there is an electronic gizmo in the distributor, I would install points and condenser at least for testing purposes.

     

    Stalling from idle certainly could be a defective accelerator pump, but stalling at engine speeds above 1500 RPM probably is something else.

     

    Jon.

    • Like 1

  5. For Sale - Original Dupont touch-up paint in original bottles in original Dupont cardboard box!

     

    There are 47 bottles of paint, I think all with the original label posting application. I did not look at them all, but the applications ranged from 1937 thru 1941.

     

    Found these in some of my "collection" that I hadn't looked at since 1981. Guess I don't need it ;)

     

    Price - $100 for the lot.

     

    I don't know how to ship these so the box and paint will need to be picked up at the world corporate headquarters of The Carburetor Shop, in Eldon, Missouri. 

     

    Once, when I was much younger, and had time, I had planned to build a replica of an antique garage. This is just one of many items that I had planned to display. Like many plans, it did not materialize, so the display items are now for sale.

     

    573-392-7378 (9-12, 1-4 Mon-Tues central time).

     

    Jon.


  6. Looks like a Stromberg type EE-1.

     

    There are many different models of the EE-1. The linkage on this one is the type used by Ford Motor Company, from 1936-1938. Stromberg states used on 12 cylinder model 86-H and Zephyr in 1938.

     

    Jon.

    • Like 1

  7. That looks like a picture from my website.

     

    I would have installed it on my GTO years ago with a pair of Carter thermoquads, but not good enough with sheet metal to convert the dual quad to the shaker.

     

    I am not high on the spread-bore design for road-course racing. Drag racing and circle track racing yes, but not road course racing. Difficult to get the secondaries to kick in smoothly enough for the vast number of shifts required on a road-course.

     

    For street, the Offy is MUCH better than the other common A/M manifold for use on Pontiac engines.

     

    Currently, my Pontiac 350 in the GTO has an 850 CFM Carter thermoquad.

     

    We probably should start another thread if we are going to continue talking Pontiac performance carbs and manifolds.

     

    Jon.


  8. 53 minutes ago, Pfeil said:

     

    Jon, do you know much about the Offey, 2X4 Quadra jet intake manifold.  I still use a single Q jet on my Pontiac that I most exclusively use on the street now but I built for the track ( Grand Touring ) and street back in 1992-2012. Today I am many miles from a road course so my car is only driven on the street. I set my car up with a Pontiac/ Buick Q jet and must say for ease and trouble free operation and the ability to go around corners with a high G load the Q-Jet is one of the best carburetors I have ever come across. Just wondering how that manifold and two Q-jets would do on a road course. Probably have to use the Chevy Cadillac rt. side fuel inlet type Q-Jet. I don't even know if they make it anymore.

    Image result for Offenhauser Pontiac 2X4 Quadra-Jet intake manifold

     


  9. Robert - since you mentioned "Bonnie" in your last post, see if you can find a video of the "Bonnie & Clyde" GTO commercial. You will be glad you did.

     

    Other monikers other than GOAT for the GTO were "gas, tires, oil; give ticket officer; and girls take over (that was the name of another interesting Pontiac commercial).

     

    My solution to the gear issue was to use a lower numeric rear gear with an ultra wide ratio 4-speed. The problem with this is trying to use first gear for WOT. The rear tires object. ;)

     

    Padgett - the Carter AFB 3-barrel flowed 939 CFM when flowed on the 4-barrel scale; and 1128 CFM when flowed on the 2-barrel scale.

     

    Jon.


  10. Wasn't questioning your mention of the test; I knew of its existence. Questioning the test itself.

     

    Pontiac Super Duty Division also tested the tripower, and didn't care for the results. For racing, Pontiac opted for single quad (AFB) and dual quads (AFB).

     

    Pontiac sales continued to advertise and sell the tripower, after the street AFB was modified to allow the tripower to outrun the AFB.

     

    Pretty conclusive results.

     

    Jon.


  11. 17 hours ago, Pfeil said:

    P

     

    I have also seen the Pontiac Tri-Power test. But if you perform a apples to apples test ( not a 389 tri-Power against a 400 QJet ) the Tri-power comes out ahead with a 400 against a 400.And I have seen that test.

    Pontiac enlarged the 389 to 400 and the 421 to 428, change the valve angle and went to open combustion chambers, straighten the intake runners and install larger valves to get the same HP. THAT's HOW THEY MADE THE SAME HP as the 389 Tri-Power with a 400.

     

    Tests often show what the tester wishes to show; and that is certainly true with the tripower.

     

    Pontiac paid Carter to sabotage the AFB on the mid-60's Pontiacs in order that the standard 4-barrel engine would not out run the more expensive tripower!

     

    Of course, the tripower wins the "open hood racing" contests until such time as one looks at a dual quad ;) 

     

    As far as the original gear question; not my ballpark, no comment.

     

    Jon.


  12. With those symptoms, and assuming you have fresh fuel:

     

    (A) start engine

    (B) stop engine (carb bowls are now full)

    (C) remove air cleaners

    (D) open choke butterflies

    (E) while observice inside the carburetors, work the throttle to wide open to check for pump squirt.

     

    If good pump squirt on both carbs:

     

    (A) check vacuum advance mechanism on distributor

     

    If good pump squirt and functioning vacuum advance:
     

    (A) compression test

     

    If my assumption was incorrect on fresh fuel, try an auxiliary tank and fresh fuel.

     

    I sent you a picture of the Packard set.

     

    Jon.


  13. Just what to expect:

     

    The 1952 model 70 came with a single four-barrel carburetor.

     

    The dual 2-barrel set-up should provide marginally (3~5 percent) more power than the single four-barrel due to more uniform cylinder fill density. Under wide-open throttle conditions, your seat of the pants meter is not going to be higher than the single four-barrel, although the increased power would be measurable on a dyno. 

     

    Idle should be silky smooth, and fuel economy should be somewhat improved (3~5 percent) over the four-barrel.

     

    This particular set-up is more eye candy than performance; but there should be minimal improvement.

     

    As mentioned above, I did the complete Packard set for him, and shipped it to him. On subsequent set-ups, Pete used my patterns, and fabricated fuel lines, linkage, and choke lines locally to avoid the shipping charges from the main land. Somewhere, I have pictures of the Packard set-up before I shipped it to him.

     

    Jon.


  14. I sold him the carburetors maybe 25 years ago. He was obsessed with multiple carbs. I have no idea where he found the intakes, but over the years we did a complete multiple set-up (he supplied the intake) for a Packard straight 8, one for a big Chrysler 6, and I think two of the Buicks.

     

    All ran extremely well for him.

     

    Sorry to hear of his passing. He was a true gentleman.

     

    As to the dual carbs: the first criteria is to make sure you have good compression. The Carter carbs use engine vacuum to control the metering. An engine with one or two really weak cylinders might have uneven vacuum to the two carbs, resulting in uneven metering. So, assuming the fuel is fresh, the first item would be a compression test.

     

    Don't throw rocks at the carbs until after you have done some testing. If it should turn out that you need to rebuild the carbs, I can furnish you with rebuilding kits.

     

    Jon.


  15. It sounds as if the fuel valve is stuck in the fuel valve seat.

     

    If you shipped the carburetor to the rebuilder, rather than delivered it in person I would test for this.

     

    Simply remove the fuel line from the carburetor, and using a source of compressed air, attempt to blow compressed air into the fuel inlet.

     

    If this is the issue, once unstuck, you should be good to go.

     

    Some of the shipping personnel are wannabee NFL punters ;)

     

    Jon.

    • Like 2

  16. The Stromberg records show the M-7 was used mostly on tractors and boats. Many different applications. There is also one reference to a use by American LaFrance.

     

    If it is for sale, I would have an interest, as I do not have samples of the various components for building repair kits.

     

    And if you think this one is big, Stromberg also made an M-9.

     

    This particular M-7 was sold to the Buffalo Gas Engine Company.

     

    Jon.